Due to its close association with worldwide business, universal transportation of goods assumes a basic part in the aid of planet exchange as the most practical and vigour effective mode of mass transport, making a noteworthy commitment to worldwide success in both advancing and improved nations. (International Maritime Organization, 2013)
As shipping is a worldwide industry and vessels are battling in a singular worldwide market, it must be regulated at the worldwide level for any control organization to be practical and to keep up a level playing field for all ships free of standard (nationality) or proprietorship. In a manner of speaking, the worldwide character of transportation ...view middle of the document...
This is an imperative tenet, ordinarily suggested as the standard of "no more preferable treatment ". Flag States are responsible for realizing and executing authorization on vessels in the registries. (International Maritime Organization, 2013)
IMO controls its effectiveness and key roles by conventions, codes, regulations, guidelines etc. The majority of conventions adopted under the auspices of IMO or for which the Organization is otherwise responsible, fall into three main categories. These are Maritime Safety, Prevention of Marine Pollution and Liability & Compensation. So, I could suggest that the numbers of categories might be increased. If we want to measure the IMO's achieving specific goals, we should look at all topics individually. Notwithstanding I would like to focus on two, the most critical effects of IMO in terms of Insurance and Recycling of ships.
Firstly, IMO initiatives need to continue - convention, ratification, compliance, policing and amendment. Whether it is ISM, STCW, MARPOL or HNS, the final effectiveness depends not only on the convention itself but also on the willingness and ability of IMO, national governments and commercial institutions to enforce standards around the world on a continuing basis. For ISM, opinions about the success of the Code, or otherwise, are mixed. Comments range from significant reductions in accidents to nothing more than an additional burden. The Swedish Club recently conducted a survey which suggests that ship owners expect a 30 per cent reduction in claims. It will come as no surprise that a ship-owners attitude toward ISM (International Safety Management) may strongly influence its usefulness. There is also the perception that small ship owners find it more difficult to comply with the increased administrative and procedural standards compared with that of larger ship owners or managers. (Gohlish, 2013)
The effectiveness of STCW (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers) can be measured by the 'White List' of compliant countries. The first list was published in December 2000 and included 72 countries, all of whose training institutions were reviewed by IMO. A further 10 applicants were initially rejected but 23 countries were then added to the list in June 2001. There was considerable pressure on IMO to include major seafarer producing nations such as the Philippines, Indonesia and India. (Gohlish, 2013)
Furthermore, it is clear to see the common interests between marine insurers and IMO and how the two bodies can help each other. Insurers gain a comprehensive set of standards by which to evaluate prospective clients and IMO has the commercial stick to enforce their standards around the...